Cable-reeling mechanism for electric locomotives.



D. T. FISHER. CABLE REELING MEcHANIsM FOR BL EJTRIG LOCOMOTIVES.

' APPLICATION FILED 313.15, 1909. I

' Patented Apr. 8, 1913.

2 BHEETS-SHEET 1.

D. T. FISHER. CABLE. REELING MECHANISM FOR ELECTRIC LOCOMOTIVES.

APIfLIOATION FILED IBB.15, 1909. 1,058,574. Patented Apr. 8, 1913 2SHEETS-{SHEET 2.

v I 4 4 I 30 3:75v Z2 Z 6 7 unrrnn canon" DUDLEY r. FISHER, or COLUMBUS,om'o, ASSIGNQRTO .THE JEFFREY MANUFAC- TUBING COMPANY, A CORPORATION orOHIO.

CABLE-REELING MECHANISM FOR ELECTRIC LOCOMOTIVES.

To (Ill who 121,216 may concern Be it known that I, DUDLEY T. Fisnnn, acitizen of the United States, residing at Golumbus, in the county ofFranklin and State of Ohio, have inventcdcertain new and usefulImprovements in Cable-Reeling Mechanism for Electric Locomotives, ofwhich the following is a specification, reference bemg had therein tothe accompanying drawing.

This invention has as its object to provide an. improved cable reelingmechanism for the gathering locomotives which are used to collect intotrains the loaded mine cars from the various rooms in which the cuttingoperations are being carried on. The cable reeling mechanism is used tocarry and to wind and unwind a conductor cable, the free end of which issecured to a stationary electrical conductor. In this way current iscarried from the fixed conductor, such as a trolley wire in a principalentry to the locomotive, while it is operating over the tracks in thebranch entries and rooms which are not equipped with trolley wireinstallation.

Tie improvements in the cable reeling mechanism comprise a novelarrangement of the motor parts for driving the reel and novel means forcontrolling the winding and unwinding of the reel, and a superiorarrangement of the conductors andconductor terminals.

In the drawings: Figure 1 is a plan view of the locomotive embodying myinvention. ig. 2 is a side clevationot the same. Fig. 3 is a verticallongitudinal section of the cable reeling mechanism. Fig. l is an endview of the cable reeling mechanism. Fig. 5 is a diagram oi" theelectrical connection of the locomotive and supply conductors.

The locomotive 4 is equipped with the motors 42, 42 which are geared tothe axles 43, 43, respectively. lurrent is ordinarily conducted to t.:sc motors by means of the trolley 1nechani.--:m 4st and passes byground return to the generator, the current being regulated by means ofthe controller to. At the rear end of the locomotive arc-arranged,

Specification of Letters Patent.

Application filed February 15, 1909.

in addition to the controller, the brake wheel AG, the motormans seat 47and other suit-- able apparatus. In addition to the trolley mechanismthe current may also be conducted to the motors by means of the convPatented Apr. 8, m1 :2. Serial No. 477,919.

Preferably I provide means for automatically disconnecting the trolleymechanism 4% and automatically connecting the cable A with thecontroller 45 whenever the cable is electrically energized. This meanscomprises a contact bar a which is movable to make connection betweenthe contact 45 connected with the controller and the contact 4%connected with the trolley mechanism, or between the contact 45 and thecontact i8 connected with the cable.

I) is a solenoid for controlling the movements of the contact bar a. Bymeans of a conductor 0 the solenoid Z1 is connected with the ground insuch a way that the solenoid is energized whenever the conductor l8 isconnected with a source Whenever the solenoid is. energized it draws thecontact bar a into position to connect the contacts 48 and 45, thuspermitting l" electrical energy cable A. \Vhen the solenoid Z) is notencrgized, the contact bar a is moved by the spring (Z to connect thecontacts M and 45", thus permitting current to flow to the controller415 from the trolley mechanisn'i 44-.

The cable A is wound upon the drltm 1, which has the lateral retainingflanges 2, This drum is secured to the llangcs 4, 5 of the sleeves G, 7which are mounted to revolve in bearing bushings 8, 9, in the frame 10which is bolted to the frontend of the locomotive.

Integral with the drum 1 are pole pieces 11, ll providedwith field coils12, 12, the pole pieces and field coils constituting a motorficld inwhich is mounted the armaturc 13 upon the shaft 15. This shaft issupported in the bearing bushings 1T, 18 in the sleeves 6, 7 andis thussupported by the frame 10. The current is conducted to and from thearmature coil by means of the commutator 11 and the brushes and brushholdcrs 19, 20, which latter are supported in insulating bushings 21, 22in the flange l, mounted on hub (5.

Q3 and 9st are connectors secured to the brush holders. i

Mounted on the hub (3 is ring 25 which carries a collector ring .26,from which current is gathered by a brush and brush holder'i t), thelatter being sup ported by an insulating frame 10 and having a connector31 to re ceive the wire 4:8 from the locomotive ciran insulating 10 toground, thus completing a circuit by brake wheel 36.

which current flows through the motor causing the armature 13 to revolvewhenever the cable A is in connection with a source of current.

Upon the armature shaft 15' is keyed a spur pinion 32 engaging a spurgear 33 which together with anattached pinion 34 is mounted on a stud 35fixed to the disk of a This brake wheel is encircled by the brake band37 which is tightened or loosened by means of the rod 48'. The pinion 34engages the gear 38 keyed to the sleeve 7 while the brake wheel 36revolves on a bearing bushing 39 carried by the frame 10.

The operation of the mechanism is asfollows: lVhen the locomotive isready to enter a room or side entry, the motorman attaches the free endof the cable A tothe trolley wire in the main entry and the armature 13immediately begin to revolve, turning the pinion 32, the gear 33 and thepinion 34. Assuming the locomotive to be stationary, the drum 1 is heldby the cable against rotation and the gear wheel 38 there fore serves asan annular abutment upon which the rotating pinion 34 rolls in thedirection opposite to the direction of rotation of the armature. Thepinion 34 carries with it the brake wheel 36, the movement of the brakewheel being resisted by the brake band 37. It will be seen that I have.provided what can be considered as a differential gearing connecting themotor armature 13 on the one hand with the drum 1 and the brake wheel 36on the other. It. is obvious that any force applied to rotate the pinion34 is differentially transmitted to push the brake Wheel 36 in onedirection and the gear wheel 38 in the other direction. As the gearwheel 38 is directly connected with the drum 1, it will be seen that awinding torque. is always transmitted to the drum whenever the armature13 is rotated and that this winding torque has a directly proportionalrelationship to the frictional resistance offered by the band 37. And itwill further be seen that the torque is not dependent upon the rate ordirection of rotation of the drum. Because of the differential gearingthe torque onthe drum must always have a certain value dependent cableis in the electrical circuit.

upon the action of the brake band 37 and can never be greater or less.

As stated, when the drum is held by the cable against rotation in theWinding direction, the brake wheel is forced to rotate in the oppositedirection. When the drum is forced by the cable to turn in the unwindingdirection, this iscompensated for by an increased speed of rotation ofthe brake wheel. And when the drum is permitted by the cable to rotatein the Winding direction, this is compensated for by a decreased speedof rotation of the wheel.

It will be understood that by making the brake band 37 sufficientlytight, the brake wheel 36 may be completely locked against rotation.When the brake wheel is thus held, the drum 1 is directly connected withthe armature and the speed of rotation will be directly proportionate tothat of the armature. But I prefer under ordinary circumstances topermit the brake wheel 36 to rotate at all times.

It will be observed that the armature is rotating at all times while theconiifuctfir wheel 36 is not braked too heavily, the

rotation of the armature is always in the same direction, 7'. e. thedirection in which the drum rotates when it is winding cable, and thirotation of the armature acts by mechanical gearing to exert a torqueupon the drum in a Winding up direction under all conditions, providedthe brake wheel is i not held stationary. This torque takes effeet asmotion of the drum only as move ment of the locomotive allows the cableto be wound up. l/Vhen the locomotive is staregulatedby means of thefriction band.

While the action of the armature isto rotate its own field in the samedirection as that in which it rotates, the relative speed of thearmature with respect to the drum, even when the locomotive is moving ata maximum velocity, is so great that the electro-magnetic and mechanicalresults are very much the same as though the field were stationary. Ofcourse, proper commutation is secured by mounting the brushes upon theparts which rotate rigidly with the field. Since the sparking is in aninclosed. chamber, the explosion of the mine gases by such electricarcing is rendered impossible.

I do not claim as a part of my invention a motor mounted with itsarmature within a reel drum to which an electric cable is connected forwinding thereon, and with its field coils mounted on the drum as thesefeatures are the invention of another.

What I claim. is

1. In a cable 'gteeling mechanism for an electric locomotive, thecombination of a cable drum, a motor the armature of which is connectedto tend to rotate always in the same direction when supplied withcurrent, a planetary gear transmission between the armature and the drumhaving a normally freely rotatable gear carrying wheel, and a brake forcontrolling the rotation of the said wheel of the planetarytransmission.

2. In a cable reeling mechanism for an electric locomotive, the comination of a rotatable drum, a motor for the drum of which the coils ofone element are mounted to rotate with the drum and the coils of theother element are mounted to rotate relatively both to surroundingobjects and to the drum, and adjustable power transmitting gearingadapted to mechanically connect the drum and last mentioned motorelement to cause rotation in the same direction, or in oppositedirections, at will.

3. In cable reeling mechanism for an electric locomotive, thecombination of a rotatable drum, a motor for the drumof which the coilsof one element are mounted to rotate with the drum and the coils of theother element are mounted to rotate relatively both to surroundingobjects and to the drum, power, transmitting gearing adapted tomechanically connect the drum and last mentioned motor element, andmeans for cmtrolling the said power-transmitting gearing to reverse thedirect-ion of rotation of one motor element without reversing thedirection of rotation of the other elei'nent.

1-. In a cable reeling mechanism for an electric lot-,(nnotive, thecombination of a rotatable drum, a motor for the drum of which the coilsof one element are mountedto rotate with the drum and the coils of theother element are mounted to rotate relatively both to surroundingobjects and to the drum, power transmitting gearing adapted tomechanically connect the drunr and last mentioned motor element, and

means for controlling'the said power transmitting gearing to vary theratio of the said power transmitting gearing. r

5. In an electric locomotive, the combination of a motor, a reel, acable wound upon the reel and adapted to be secured to a fixedconductor, power transmitting gearing between the armature ofthe motorand the reel, a rotatable frame upon which the gearing is mounted, andmeans for controlling the rotation of said frame.

6. Inan electric locomotive, the combination of a motor, a reel, a cablewound upon the reel and adapted to be secured to a fixed conductor,oneielement of the motor being mounted upon the reel and the otherelement being rotatably mounted, power transmitting gearing between thearmature of the motor and the reel, a rotatable frame upon which thegearing is mounted, and means for controlling the rotation of saidframe.

7 In a cable reeling mechanism for an electric locomotive, thecombination of a reel, a motor both elements of which are rotatablymounted upon and one element of which is mechanically connected directlyto the reel, power transmitting gearing be tween the two motor elements,and means for varying the gear ratio between the,

motor elements.

8. In a cable reeling mechanism foranelectric locomotive, thecombination of a rotatable cable drum, a motor, the armature of which isconnected to always rotate in the same direction when supplied withcurrent, a brake wheel rotatable independently of the drum, means forapplying friction'to retard rotation of the brakewheel, and adifferential gear mechanism interposed between the motor armature on theone hand and the brake wheel. and the cable drum on the other hand, thegear mechanism serving to-transmit the motor torque in definite predetermined proportions to the brake wheel and to the cable drumirrespective of the relative rates of rotation.

In testimony whereof I afiix my signature, in presence of two Witnesses.

DUDLEY T. FISHER. Witnesses I JAS. G. CHANDLER, 1. W. Mnmnn.

